417
1 INTRODUCTION
During couple of past decades, application of
maritime simulators became an ordinary part of
maritimeeducationandtraining.Simulatorsareusing
for bridge and engine room students studies, for
seafarers’ knowledge and skills upgrading, for
assessmentofcompetence.
The key features to a ship simulator are real
operational
controls and a system that allows the
instructors operating the simulator to put the
simulator students into realistic situations (Use…,
2015). One can develop situations on‐board
simulators,whicharemuchmorecomplexandgrave
whencomparedwithrealoperationsandaredifficult
tocreate(Malik&Zafar,2015).
Recent
tendency in training simulators
developmentoccursinintegrationofshipsimulators
to the “whole ship” control simulating system,
followingamajor trendinshipcontrol‐tointerface
all vital ship’s systems on board to one integrated
system.Aswellasdevelopmentofinteractivetraining
simulators, when several crew members of one
ship
or operators of different objects (ship‐ship, or ship‐
shore) can practice in operating of equipment and
performing procedures together, improving their
teamworkandleadershipskills(Sencila&Valioniene,
2016).
Full Mission Bridge simulators (FMBS) as well
becameavaluabletoolforspecialtrainingwithnew
crafts,newship
equipmentoranewnavigationarea,
for providing of applied scientific research or case
studies,relatedtosafetyofnavigation.
Methodsforsafetyevidenceproducing,arranged
in realism and specificity growing, distribute in the
following order: analysis of documented earlier
experience; analytical methods; numerical methods;
experimental methods, covering model testing,
simulator
testingandfield‐testing(Safety…,2017).
Simulation models allow to analyse the possible
modernisation variants taking into account the
The Use of a Full Mission Bridge Simulator Ensuring
Navigational Safety during the Klaipeda Seaport
Development
V.Senčila,R.Zažeckis&A.Jankauskas
LithuanianMaritimeAcademy,Klaipeda,Lithuania
R.Eitutis
KlaipedaStateSeaportAuthority,Klaipeda,Lithuania
ABSTRACT:FullMissionBridgesimulating becameavaluabletooltoassesstheconditionsforsafenavigation
during seaport development. The article presents an overview of the works carried out at the Lithuanian
Maritime Academy. The specialists of the Academy together with the pilots of Klaipeda
State Seaport
performedanumberoftrainingsandtestsusingFullMissionBridgesimulator,relatedtonavigationalsafety
assessment. Overviewed works concern a wide range of directions: development of the harbour navigation
channel,introductionoftwo‐waytrafficofships,shipssailingwithtugboats,coordinationwithvesseltraffic
service,emergencyresponse
oftheLNGvesselincaseofvariousscenarios,extremelybigshipsaccessibility
studies,theboundaryweatherconditionsassessmentandsoon.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 14
Number 2
June 2020
DOI:10.12716/1001.14.02.20
418
variability of elementary parameters (Gucma et al.,
2017;Paulauskas,2013).
Main criterion of navigational safety analysis
usually is a meeting the goal of inclusion of
manoeuvringareawithinthesafearea,whatisbased
on the idea of ships’ movement path analysis
(Tomczak&Zalewski,2007).
The navigational safety can
also be expressed in
terms of the probability of accident because
manoeuvring area dimensions always meet the safe
area dimensions at some confidence level equal one
minus value of the probability of accident. The
logging possibility of ships movement parameters
duringshipʹssimulationtrailsgaveanopportunityto
collect
thesetofdata,requiredforstatisticalanalysis
and probabilistic safety assessments (Tomczak &
Zalewski,2007;Paulauskas&Paulauskas,2013).
Thebottlenecksofshipsaccessibilityinmostports
are the narrow port entrances and small turning
basins. Full mission simulation creates the
environment of real navigational and working
conditions including collaboration
between ship
master, pilot, tug master and vessel traffic services
and is the best tool for the operational safety and
reliability studies of ship manoeuvring in restricted
waters.(Abramowicz-Gerigk&Burciu,2016).
Vessels are becoming larger. To extend the pier
and to determine the appropriate channel depth,
deterministic (PIANC
approach determining
minimum channel width) and semiprobabilistic
methods for designing a channel. Each simulation
trialwasprocessedstatisticallyinordertoobtainthe
probability density function of shipsʹ maximum
distances from the centre of the waterway and the
accident probability calculation in the given
conditionswere applied Perkovic study (Perkovic et
al.,2013).
The article presents an overview of the works
relatedtonavigationalsafetytrainingandtestsusing
FMBsimulatorcarriedoutattheLithuanianMaritime
Academy(LMA).Overviewedworksconcernawide
range of directions: development of the harbour
navigationchannel,introductionoftwo‐waytrafficof
ships, ships
sailingwith tugboats, coordination with
vesseltrafficservice,emergencyresponseoftheLNG
vessel in case of various scenarios, extremely big
ships accessibility studies, the boundary weather
conditionsassessmentandsoon.
2 NAVIGATIONALFEATURESOFTHE
KLAIPEDASEAPORT
Klaipedaseaportisthemostnorthernice‐freeportof
theeastern
BalticSea.Amultimodal,universal,deep‐
waterseaportcanaccommodatevesselsofupto400
minlengthand60minwidth.Theportacceptsupto
8300 vessels annually, cargo‐handling turnover
reaches up to 46 m t per year, and annual cargo
handlingcapacityisupto
65mt.
Klaipeda port does not have any natural shelter
from the seaside except breakwaters due to its
geographical position. As westerly winds and
transverse coastal current prevail in the port of
Klaipeda, the navigation conditions for vessels
entering the port are quite complicated. The most
complex places in terms
of navigation are the
approach canal, portgates,internalnavigation canal
betweenBuoysNo.5and9aswellasMalkuBay.
Theapproachcanal starts 0.7 nauticalmilesfrom
theportgatesat thebuoy No.2 andcontinues upto
theportgates,itis150metreswideand
15.5metres
deep. Vessels are affected by the wind, swell and
transversecurrentthedirectionofwhichdependson
thewind.Itisanespecially dangerous place for the
outboundvessels,asavesselperformingtheturnof
23° at the port gates encounters two additional
externalforces:swelland
transversecurrent.
The port gates are the most hazardous place in
termsofnavigation.Heretheproceedingvesselshave
thehighestdrift,asthenavigationcanalturnsat23°,
the current attains 1.5 times greater rate due to the
decreased cross section of the canal and despite the
fact that the
distance between the heads of the port
gate is 235 metres, the canal itself stays only 150
metreswide.
Figure1.Klaipedaseaportentrance
Figure2.KlaipedaseaportchannelfromBuoyNo.5toNo.
7
Figure3.KlaipedaseaportchannelfromBuoyNo.7toNo.9
419
TheinternalcanalfromBuoyNo.5toBuoyNo.9
extends1nauticalmileandis250metreswideand15
metres deep. The greatest danger for ships is the
lateralwind,limitedspeed,25°turnattheBuoyNo.9
and the impact of the proceeding vessels on
the
tankersberthedatthequays.
ThenavigationintheMalkuBayisachallengefor
safety due to the narrow 90 metre wide and a very
compact internal basin where safe manoeuvring of
vesselsisverycomplicated.
Figure4.KlaipedaseaportMalkuBay
Since 2012, in order to accommodate the vessels
with maximum parameters in the port and to stay
competitiveinthecargohandlingareaintheEastern
BalticSearegion, theKlaipeda seaportauthorityhas
implemented the projects of the navigation canal
development. During development, the port was
deepened to 15.5 m,
and the navigation canal was
widened to 150 m in the narrowest places. The
Authority actively cooperated with LMA, using Full
Mission Bridge simulators for the purpose of the
assuranceofthesafetyandsecurityoftheportaswell
asfortrainingthepersonnelinthefieldsof pilotage
andvesseltrafficorganization.
3 APPARATUSANDMETHODOLOGY
3.1 Thenavigationsimulatordescription
Real time simulation tests have been carried out on
thesixbridgesFullMissionBridgeSimulatorTransas
NTPro5000,installedattheLMA.
Two Instructor workplaces were equipped each
with control and monitoring station,
briefing/debriefing station, selective radar
station,
selective visualisation station and camera control
station.
TwobridgesNo.1andNo.6wereequippedeach
with full mission bridge conning station,
ARPA/Radar, ECDIS, GMDSS stations, navigation
aids (GPS, log, echo sounder, UAIS) and full set of
real ship controls. The bridge No. 1 was equipped
with 150
°
horizon 5‐channel monitor visualization,
bridge No. 6 – with 200
°
horizon 5‐channel screen
visualization.Fourbridges(fromNo.2toNo.5)were
equippedwith3‐channels120°
horizonvisualization.
Figure5. Navigation simulator lay out:(1) bridge No. 1,
(2‐5)bridgesNo.2toNo.5,(6)bridgeNo.6,(7)instructor
workplace,(8)instructorworkplaceanddebriefingroom.
Figure6.BridgeNo.6with200°horizonvisualization
Figure7.BridgeNo.1with150
°
horizonvisualization
Figure8.BridgesfromNo.2toNo.5with3‐channels120°
horizonvisualisation
420
3.2 Methodsforproducingnavigationalsafetyevidence
Experimental methods, to whom the ship handling
simulationbelongs,areevaluatingasmostrealistic.
AswasmentionedbyTomczak&Zalewski(2007),
main criterion of navigational safety analysis in
general is a meeting the goal of inclusion of
manoeuvringareawithinthesafe
area,whatisbased
ontheideaofships’movementpathanalysis.
During conducting of navigational safety
assessment tests at the LMA, sailing area design,
applicationof various meteorologicalconditions and
maps of the water flow structure, testing of various
ship models, planning of different tests scenarios,
setting of boundary
meteorological and vessel
parameters, carrying out large‐scale testing
performed by highly qualified specialistsandexpert
assessmentsoftheirperformancewereused.
During the tests, usually the following expert
assessment methodology was used. The pilots
conducted only real‐time simulation. Three or four
pilotsondifferentbridgesconductedplannednumber
of
trails of the same exercise from preliminary
prepared scenario. After every scenario exercise
conduction by pilots, common discussion, aimed to
evaluatemaneuverswashold,assessingthefeasibility
and the risky of the exercise, focusing passing
distance to the most critical points. After the all
scenario exercises was carried out, final
discussion
was hold, aimed to formulate common navigational
safety recommendations and restrictions for the
wholescenario.
4 NAVIGATIONALSAFETYRELATEDWORKS
CARRIEDOUTATTHELMA
Navigational safety related works carried out at the
LMA using Full Mission Bridge simulator could be
divided into three main directions, sometimes using
allthree
duringonejobrealization:
Developmentandevaluationoftheportʹspassage;
Improvementofvesseltrafficorganization;
Personneltrainingtoimprovesafetyofnavigation.
The list of works related Klaipeda seaport
navigationalsafetyassessmentcarriedoutattheLMA
usingFullMissionBridgesimulatorpresentedinthe
Table1.
5 KLAIPEDASEAPORTEXERCISEAREA
CREATIONANDDEVELOPMENT
LMA and Transas specialists created the Klaipeda
seaportexerciseareawith3Dvisualizationintheend
of 2012. Created area size was 36.2x54.0 nautical
miles within the rectangle with the following
coordinates:NE corner 56°08,00N 21°31,00Eand SW
corner
55°14,00N20°26,00E.
Table1.WorksrelatedtonavigationalsafetycarriedoutattheLMAusingFullMissionBridgesimulator
______________________________________________________________________________________________
YearWorktopic
______________________________________________________________________________________________
2012TheKlaipedaseaportelectronicexerciseareawith3Dvisualisationcreation.
2012Thepilottrainingontheintroductionoftwo‐wayvesseltrafficintheportofKlaipedaandtheevaluation
ofhydro‐meteorologicalconditionsensuringsafetwo‐waytrafficafterthecompletionofchannel
deepeningandwideningproject.
2012
Trialsofnavigationconditionsevaluationforentering/leavingaPanamaxsizebulker(L=225m,B=32m)in
ballastedconditionandladentomaximumallowabledraftatKlaipedacontainerterminalquay..
2013Trialsofnavigationconditionsevaluationforentering/leavingaPanamaxsizebulker(L=225m,B=32m)in
ballastedconditionand
ladentomaximumallowabledraftatthequayofthestevedoringcompanyMalku
ilankosterminalaslocatedintheMalkuBay.
2013TrainingforButingeoilterminalCargomastersofAfromaxandSuecmaxtypetankersmooringto
Butinge’sSMP(singlemooringpoint)buoy.
2013TheseaportpilotsandVTSoperatorstraining
onLNGvesselspilotageintheportunderdifferenthydro‐
meteorologicalconditions,theorganizationofvesseltrafficduringvesselspilotage,theorderand
possibilitiesoftuguse,themanagementandevaluationofextremesituationsduringpilotage(attended
by24pilotsand8VTSoperators).
2014Navigationaltrialsandevaluation
ofKlaipedaseaportapproachchannelturningandwidening.
2014TrialsofshipmooringatstevedoringcompanyBegaquay,theevaluationandestimationofmaximum
vesselparameters,thebasinrequiredforsafemooringandsafehydro‐meteorologicalconditions.The
evaluationofmooringpossibilitiesforPanamaxsizevessels.
2015Trialsof
navigationalvesselspilotageinordertoevaluatenavigationalandhydro‐meteorological
conditions,changingchannelparameters,creatingnewportentranceelementsbythreealternativesof
developmentprojectofKlaipedaseaport.
2014–2018 JointtrainingofFSRU“Independence”crewstogetherwithKlaipedaseaportpilotsusingthenavigational
modelofthe
Independenceterminalinordertoensurenavigationalsafetyandemergencyresponseof
theLNGvesselincaseofvariousscenarios.Atall18MastersandChiefOfficersofHoeghLNGAS
(Norway)trained.
2014–2018JointtrainingofLNGsupplyvesselscrewstogetherwithKlaipedaseaportpilotsusingnavigational
modelsofvesselsinordertoensurenavigationalsafetyandemergencyresponseoftheLNGvesselin
caseofvariousscenarios.Atall18MastersandChiefOfficersof9crewsfromsuchcompaniesasC/O
DYNAGASLTD,Greece;GasLogLNGLTD,Monaco;KLTD,UKweretrained.
2018
Navigationaltrialsofenteringanextremelybig400meterslongandnearly60meterswidecontainership
MSCIngytoKlaipedaseaport.
______________________________________________________________________________________________
421
Figure9.ThewholeKlaipedaexercisearea
Figure10.Klaipedaexerciseareahighdetailedzone
Klaipeda seaport shipping area was developed
using the Wizard application, which serves for the
generation of spatial, 3D models of a geographical
area (scene), based on electronic chart data, satellite
data on the earth terrain, and provide real‐time
operation of the simulator visualisation system. It
shouldbenotedthatchart
accuracyis0.2–0.5mmon
itsoriginalscale.Forexample,fora1:5000chartitis1
– 2.5 m, while for 1:50000 charts it is 10 to 25 m,
respectively. Therefore, the ship navigation training
canbecarriedoutinconditionscloselyapproximating
therealones.
Depending
on the needs of the seaport, the
following major changes of the exercise area for
furthernavigationtestswereused:
Changing the depth, water area parameters and
installingmovingdockatBegaterminalpier;
ChangingthedepthatKlaipedacontainerterminal
pierandMalkuBayterminal;
CreatingFSRU
Independenceterminalpiers;
Changing the direction, depth and width of
navigationchannel;
Changing channel parameters, creating new port
entrance elements by three alternatives for the
developmentprojectofKlaipedaseaport.
The directions and rates of water currents,
depending on the water outflowing to the sea or
inflowing to
the lagoon debits, entered into the
simulation conditions, were prepared by Lithuanian
EnergyInstitute.
Figure11.Structureoftheflowwith1620m3/sdebitfrom
thelagoontothesea
6 SHORTPRESENTATIONOFPORT
DEVELOPMENTWORKS
6.1 NavigationconditionsevaluationforPanamaxsize
bulkerentering/leavingtheMalkuBay
One of the challenges to Klaipeda Seaport was
enteringofPanamaxsizeshipstothesouthern,most
distant part of the port. Trials and assessment of
alternativeswiththefollowingobjectiveswere
carried
outin2013:
Toevaluatethepossibilitytoenter230mlongand
32mwidePanamaxsizebulkcarrierinballastand
laden to maximum draught with a possibility to
aroundintheinternalbasin;
To ascertain marginal hydro‐meteorological
conditions;
To determine the possibilities
of tug use, the
amountoftugs necessaryforsafeberthing ofthe
ship.
ModelsDISP 44081t and64062 tofbulk carriers
wereusedfortrials.30scenariosfordifferenthydro‐
meteorologicalconditionsweremodelledonthebasis
of bathymetric data and environmental conditions,
422
provided by hydrographic department of Klaipeda
State Seaport Authority and with regard to the
navigationalconditionsoftheseaarea.
Figure12.TurningthePanamaxDISP44081tvesselaround
intheMalkuBay
Morethan120trialswerecarriedouttogetherwith
the pilots and safe entering conditions were
formulated.
Figure13.PanamaxsizevesseltowingtoMalkuBay
From the moment of first navigational testing
morethan50Panamaxvesselswereenteredsafelyto
theMalkuBay–thesouthern,mostdistantpartofthe
Klaipedaseaport.Afterthepossibilitytoentervessels
ofhighertonnagetotheMalkuBaybecameareality,
theterminalslocatedintheMalku
Bayacquiredwider
chancesofcargo handling and their competitiveness
increased.
6.2 Klaipedaportapproachchannelwidening,deepening
andchangeofitsdirection
In2015seaport Authorityordered theconductingof
navigationaltrialsregarding turningthebend ofthe
approachchannel10.5°totheNorth,itsdeepeningto
15.5 m
and widening to 15 m in the simulator of
LMA.
In 2017 seaport Authority ordered navigational
pilotage trials of 3 approach channel alternatives to
estimate the optimum direction and width of
Klaipeda port approach channel in case the
navigationchannelwouldbedeepenedto17m.Now
the port administration is
carrying out the port
approachchannelreconstructiondesigningworkson
thebasisofLMAtestsreport.
Theaimoftrials:
Toanalysethebehaviourofdifferentvesselsofup
to400mlongand60mwidewhileenteringand
leaving the port after the change of the port
approachchanneldirection;
To evaluate marginal hydro‐meteorological
conditions;
To determine the width of manoeuvring lane for
vesselswithmaximumparameters.
To ascertain a safe manoeuvring speed for tugs
andvesselswithmaximumparameters.
Conducting trials duration was 20 days, in 2015
and2017:
14 vessel models
were used bulk carriers DISP
44081 t, 64062 t, 69580 t, 142600 t, 248000 t,
containershipsDISP86900t,132540t,211405t,a
gascarrierDISP109623t,oiltankersDISP81306t,
82078t,122961t,189406t;
3newportapproachchannelsweremodelledwith
thenewconfigurationsoftheportgate;
300 different scenarios of hydro‐meteorological
conditions were modelled and executed together
withpilots.
According to the recommendations of PIANC
(2014),thewidthofone‐waychannelshallbefrom3.6
to 6 times the calculated vessel width. The vessel
modelsusedfor
thetrialswere 366metreslong and
56 metres wide. While calculating a lane for ship
proceeding,adriftof5–10°wastakenintoaccount
that can occur due to transverse currents and wind.
Thus, a vessel of 366 metres takes the lane of 120
metres.
The results
of the pilot trials showed that the
largestdriftwiththewindofS,SWdirectionsandits
speed12–18m/swasdeterminedforgascarriers,it
exceeded10andevenreachedupto15.Comparing
the result with other ship models used in the trials
(bulk
carrier DISP 69580 t, container ship DISP
132540tand86900,oiltankers82078tand122961t)
ship’s drift in critical positions of the channel (gates
and channel bends) fluctuated from 3 to 7, as a
resultthewidthofthemanoeuvringlaneincreasedto
2B. Therefore even
taking into account the
unexpectedly worsened hydro‐meteorological
conditions,humanerrorortechnicalproblem,thereis
sufficient room left for the manoeuvring in the
channel.
Afterthereconstructionoftheapproachchannel,it
would be possible to safely accommodate vessels of
up to 400 metres long and 60 – 65 metres
wide.
423
During the trials empirical diagrams were used for
the estimation of ship parameters (Drift angle, Yaw
angle,Rollangle,Shipbankinteraction,Windeffect),
asitisshowninFigure14.
Figure14.EmpiricaldiagramofDISP142600tbulkcarrier
entrancetotheport
The red colour curve shows the change of the
vessel drift angle (up to 6°) while a bulk carrier of
142600tdisplacementisenteringtheportofKlaipeda,
whenthewindisNW14m/sandcurrentfromthesea
of1knot.
Exploringapproachchannelalternatives,aspecial
attention
waspaidtothevesselsmooredatcompany
Klaipėdos nafta quays No. 1 and No. 2 while vessels
enter or leave the port. According to PIANC
recommendations,asafedistancebetweenamoored
tankerandapassingvesselshallbenotlessthan 60
metresandthisconditionwas
adheredtoduringthe
trials.
First alternative – the direction of the port
approachturned10.5°totheNorth.Thewidthofthe
port approach channel in the outer part of the port
constitutes250metres,180metresattheportgateand
approximately 250 metres in the middle of the
channel,thedepth–17.5metres.
Secondalternativeenvisionstheconstructionofa
new southern mole with an additional protective
mole, situated to the North from the port entrance
channel,bendingtheportentrancechannelby110°–
290°,thewidthofthedesignedportentrancechannel
–250metres
intheouterpartandattheportgate.
Thirdalternativeenvisagestheconstructionofthe
southern mole of different structure with additional
moles,situated totheNorth andto the Southofthe
portentrancechannel,thusbendingtheportentrance
channelby110°–290°.Inthiscase,the
widthofthe
port entrance channel would constitute 250 metres
and the basin for the turning around of ships with
diameterof450metreswouldbedesigned.
Figure15. Entrance of DISP 142600 t bulk carrier, first
alternative
Figure16. Container ship DISP 211405 t entrance, second
alternative
Figure17. VLCC DISP 189406 t entrance with turning
around,usingtugassistance,thirdalternative
Comparing all three seaport approach channel
alternatives, the third one was chosen as safest for
navigationbecause:
An opportunity to connect tugs before the port
entrance;
An opportunity to use the additionally formed
manoeuvringareaattheportentranceforturning
shipsofmaximumparameters;
Inthecase
oftwo‐waytraffic,thesituationatthe
portentranceandintheportinnercanalforships
upto300missignificantlybetter.
424
7 CONCLUSIONS
PresentedinthearticleKlaipedaseaportnavigational
safety related works, carried out at the Lithuanian
Maritime Academy using the Full Mission Bridge
simulator,couldbedividedintothreeinterconnected
directions: development and evaluation of the portʹs
passage; improvement of vessel traffic organization;
personneltrainingtoimprovesafety
ofnavigation.
During the navigational safety assessments, the
followingmethodswereeffectivelyused:sailingarea
design, application of various meteorological
conditions and the maps of water flow structure,
testing ofvariousshipmodels, planning of different
testscenarios,settingofboundarymeteorologicaland
vessel parameters, carrying out large‐scale testing
performed by highly qualified specialistsandexpert
assessmentsoftheirperformance.
FullMissionBridgesimulatingbecameavaluable
tool for the navigational safety assurance during
seaportdevelopment.
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